Internal-combustion engine.



A. ,'BU'TSCH. INTERNAL COMIUSTION ENGINE. APPLICATION FILED 00'1.1, 1909. EENEWBD SEPT. 27, 1912.

1,046,965. Patented Dec. 10, 1912.

-3 sums-SHEET 1.

A. BUTSGH.'

INTERNAL GOMBUSTION ENGINE. I APPLIUATION FILED ooT.1, 1909. BENBWED SEPT. 27, 191'2.

1,046,965. Patentednea1a1912.

3 SHEETS-BHBET 2.

A. BUTSGH.

' INTERNAL COMBUSTION ENGINE. APPLIOATION FILED 0011, 1909. Bmmwnn snr'r. 27, 1912.

Patented Dec. 1o, 1912.

3 SHEETS-SHEET 3.

UNITED sTA'rEs PATENT oEEIoE.

ALPHONSE IBUTSCH, 0F IST. LUCIA, BRITISH WEST INDIES.

NTEBNAL-COMBUSTION ENGINE.

Toall 'whom it may concern:

Be it known that I, ALPHONSE BU'rscH, al

subject of the King of Great Britain, residing at St. Lucia, British West Indies, have invented new and useful lImprovements in internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines, the main object of the 1nvention being to provide for a complete scavenging operation or exhaust of the burnt gases from the cylinder preparatory to the introduction of a `fresh charge of gases, resulting in a purer mixture or charge, a more powerful explosion and greater eciency and driving power without any 1ncrease in the consumption of fuel.`

By means of the construction hereinafter described, the new charges of gas do not come in contact with the hot sides of the combustion chamber thus enabling the charge to be compressed to a higher degree than is possible with the ordinary construction of internal combustion engine at present in use. The charge being both purer and denser, the explosion will be more certain and the performance of the engine more regular. There-will also be a reduction in the loss of heat durin the explosions.

With the above an other objects in view the invention consists in the novel construction, combination and arrangement herein fully described, illustrated and claimed.

in the accompanying drawings Figure 1 is a longitudinal section through a single cylinder engine of the four-cycle type embodying the present invention. Fig. 2 is a similar section taken at right angles to F1g.

1. Fig. 3 is a longitudinal section through the head of the cylinder taken on the same line as Fig. 2. Fig. 4 is a cross section taken on the line 4 4 of Fig. 3.

Referring to the drawings 1 designates the main cylinder of the engine and 2 the main piston thereof which is provided with the usual packing means while the cylinder is water-jacketed in the. ordinary manner as shown at 4.

5 designates the intake valve leading to the combustion chamber and 6 designates the exhaust valve, said valves 5 and 6 being preferably arranged at opposite pointsclose to the head of the cylinder and being operated in any usual or preferred manner. y In carrying out the present invention, the

' head of the cylinder 1s constructed to em- Specication of Letters Patent. Y Patented Dec. 10, 1912. Application Bled October 1, 1909, Serial No. 520,472: Renewed september 27, 1912. serial 17e. 722,759.

body an auxiliary cylinder 7 which is waterjacketed as shown at 8 while within said auX- iliary cylinder is mounted a recprocated cylinder or movable cylinder head section 9 the same being provided with piston rings 10.

11 designates a connecting rod one end of which connects with a wrist pin 12 extending diametrically of the auxiliary piston 9 While thel other end of said connecting rod is attachedto an oscillating crank 13 mounted in bearings 14 on oppositely located arms 15 extending outward from the main cylinder head as best illustrated in Fig. 1. Interposed between the crank 13 and one or morexed points 16 on the main cylinder head are one or more contractile springs 17 which serve to hold the crank 13 normally in a position illustrated in 2 in which it will be observed that the point of connection 18 between the connecting rod 11 and the crank 13 is out ofvalinement with the point of connection between the connecting rod and the wrist pin 12 and the bearing 14 for the body of the oscillatory crank 15, thus avoiding a dead. center. The spring or springs 17 expand to allow the crank 13 to swing from the position illustrated in Figs. 1 and 2 to the position illustrated in Fig. 3, said two positions dening the limits of movement in opposite directions of the auxililiary pistons or movable cylinder head sections 9. p

Underthe arrangement hereinabove described no compression space exists between the main'piston and the head of the cylinder `when the main piston is at the upper limit' of its movement, the object of this being to insure the complete exhaust of all the burnt gases after a charge has beenexploded in `the main cylinder. In the compression stroke of the main piston the first charge of i mixture which has been drawn into the main cylinder by the previous down stroke of the main piston, is forced against the auxiliary piston or movable cylinder head section 9 driving the latter upward against the tension of the springs 17 to the position illustrated in Fig. 3 beyond which point it is prevented from moving by the crank 13 which is swung upward to the upward limit of its movement. This provides a temporary compression and combustion chamber and while the parts are in position shown in Fig. 3, the plug shown at 20 emits a spark which explodes a charge and drives the main piston 2 downward. Just before the piston 2 reaches the downward movement of its .limit it Aunmasks an auxiliary exhaust port 21 extending through the side wall of the vcylinder and just at this time the auxiliary cylinder 9 descends and acts to force a good portion of the exhaust gases out through the port 21. VAt the downward limit of the movement of the piston 9, the bottom thereof lies iush with the inner'surface of the main cylinder head as shown .in Figs. 1 and 2 so that when the main cylinder 2 movesupward, the remaining gases are discharged past the .exhaust valve. 6 which is held open at the appropriate time for that purpose Then as the piston 2 begins to descend, the exhaust valve 6 closes and the intake valve 5 opens to admit the other charge of Imixture to the main cylinder. It will thus ybe seen that the cylinder is'thoroughly scavenged in each cycle of operation of the engine, resulting in the iniiow and`compres-- sion of a fresh pure charge of gas which is productive of a more powerful explosion and amaterial increase in the eiiciency of theV A come heated and expands during the subsequent stroke thus resulting in a much denser charge. On this account the charge may be compressed to a materiallv higher degree without fear of preignition. The diameter of the auxiliary cylinder is about equal to the Alength of that portion which is opened up into connection with the main cylinder thus presentin a comparatively smaller cooling sur- ,fa uring exposure. Y

I claim: 1

1. In an internal combustion engine, the combinationof a main cylinder, a main piston therein, an auxiliary cylinder communicating with the compression space of the main cylinder, a scavenging piston in the auxiliary cylinder, said auxiliary cylinder being open at its outer end, a pitman connected with the scavenging piston and extending out of the open end of the auxiliary cylinder, a rocking crank shaft with which the pitman is connected, a spring connected with the crank shaft to normally hold the same off dead center and .allowing the scavenging piston to move outwardly when the pressure in the main cylinder exceeds the tension of the spring and moving the scavenging piston inwardly when the pressure in the main cylinder drops to a point lower than the tension of the spring.

2. In an internal combustion engine, the combination of a main cylinder, a main piston therein, an auxiliary cylinder 'communieating with the compression space of the main cylinder, a scavenging piston in the auxiliary cylinder, a crank, a pitman between the crank and scavenging piston, said crank serving to limit the outward movement of the scavenging piston' when the crank reaches its outer dead'center, and a, yielding element operatively connected with the crank and pitman to hold the crank normallyeo" its inner dead center and to ei' ect the instroke of the scavenging piston during the period of exhaust.

In testimony whereof I aix my signature in presence of two witnesses.

ALPHONSE BUTSCH.

Witnesses:

W. R. MYERS, F. BOUCHES. 

